Tunnel lighting control system based on LED light sources

Abstract

The present application relates to the technical field of tunnel lighting, and particularly relates to a tunnel lighting control system based on an LED light source, which outputs lighting light rays with variable brightness through a lighting module, acquires data information of vehicles in a tunnel through a sensing module, determines a lighting interference feature combination composed of vehicles satisfying vehicle type constraint conditions and vehicle position constraint conditions through an interference feature recognition module, determines a light ray shielding area through a simulation analysis module, and determines whether lighting correction for a rear vehicle is needed based on the vehicle position relationship between the rear vehicle and a front vehicle, estimates a time estimation window for the rear vehicle to drive out of the light ray shielding area through a lighting correction control module, and controls the lighting module along the front and rear of the driving direction of the rear vehicle to adjust the output brightness. Thus, the dazzling risk of large vehicles in front and small vehicles following in a driving scene in a tunnel is evaluated, and the local lighting dazzling risk is accurately inhibited.

Description

Technical Field

[0001] This invention relates to the field of tunnel lighting technology, and more particularly to a tunnel lighting control system based on LED light sources. Background Technology

[0002] As a key enclosed node in the road traffic network, tunnels suffer from a single lighting environment and lack natural light, making driving safety highly dependent on the stable operation of the lighting system. With the popularization of LED lighting technology, existing tunnel lighting systems have gradually achieved zoned brightness adjustment based on traffic flow, time of day, and weather, which has improved lighting efficiency and basic driving experience to some extent. However, when large trucks and buses are traveling in front, they completely block the direct LED light source from the tunnel ceiling, creating a narrow light-blocking area behind them. Drivers of smaller cars following behind gradually adapt to the low-light environment in this area. When the smaller car quickly leaves the blocked area, the untransferred strong light shines directly into the driver's eyes, causing temporary visual impairment. This phenomenon is particularly prominent in long tunnel sections. The interference of lighting needs when multiple vehicles are traveling simultaneously in the tunnel requires the tunnel lighting system to have precise control capabilities under complex traffic conditions. At the same time, it is also necessary to avoid energy waste caused by global adjustments of lighting equipment.

[0003] Existing technologies do not consider assessing the glare risk in scenarios where large vehicles are in front and small vehicles are following behind in tunnels, and cannot precisely suppress the glare risk caused by local lighting. Summary of the Invention

[0004] To address this, the present invention provides a tunnel lighting control system based on LED light sources, which overcomes the problem that existing technologies cannot assess the glare risk in tunnel scenarios where large vehicles are in front and small vehicles are following behind, and cannot precisely suppress the glare risk of local lighting.

[0005] To achieve the above objectives, the present invention provides a tunnel lighting control system based on an LED light source, comprising a plurality of lighting modules arranged at preset intervals on the tunnel ceiling to output lighting light of variable brightness, and further comprising: The sensing module is used to acquire data information of vehicles in the tunnel, including vehicle type, vehicle location and speed. An interference feature recognition module, which is connected to the sensing module, is used to determine vehicle combinations based on vehicle positions and mark vehicle combinations that satisfy vehicle type constraints and vehicle position constraints as illumination interference feature combinations. The simulation analysis module, which is connected to the interference feature recognition module, is used to determine the corresponding light blocking area based on the vehicle body size of the preceding vehicle according to the lighting interference feature combination, and to determine whether the lighting correction of the following vehicle is needed based on the vehicle position relationship between the following vehicle and the preceding vehicle. The lighting correction control module is connected to several lighting modules and the simulation analysis module, respectively. It is used to estimate the time estimation window for the following vehicle to exit the light-blocking area based on the vehicle speed difference in the lighting interference feature combination, and to control the lighting modules in front of the following vehicle to reduce the output brightness and control the lighting modules behind the following vehicle to increase the output brightness.

[0006] Furthermore, the vehicle type constraint condition is that there are exactly two vehicles in the vehicle combination, which are a first type vehicle and a second type vehicle, and the first type vehicle and the second type vehicle are distinguished according to their body size. The vehicle position constraint is as follows: the distance between the second type of vehicle and the first type of vehicle in the direction of travel is less than a first preset distance threshold, and the distance between any vehicle in the vehicle combination and other vehicles outside the vehicle combination is greater than a second preset distance threshold. Wherein, the second preset distance threshold is greater than the first preset distance threshold.

[0007] Furthermore, the simulation analysis module is used to determine the light-blocking area based on the vehicle's dimensions, wherein... The simulation analysis module defines the road surface area covered by the length of the shading extending backward from the rear of the vehicle in the direction of travel as the light shading area.

[0008] Furthermore, the simulation analysis module is used to determine the occlusion length, wherein, The simulation analysis module obtains the height of the upper edge of the rear of the first type of vehicle and determines the line connecting the preset line of sight of the second type of vehicle and the center point of the marked lighting module as the light source path. The obstruction length is the projection length of the critical light source path on the road surface when the light source path is obstructed by the upper edge of the rear of the first type of vehicle.

[0009] Furthermore, the simulation analysis module is used to determine whether lighting correction is needed for the rear vehicle based on the vehicle position relationship between the rear and front vehicles. The simulation analysis module obtains the real-time location of the second type of vehicle; If the position of the second type of vehicle falls within the light-blocking area, the simulation analysis module determines that lighting correction is needed for the following vehicle.

[0010] Furthermore, the lighting correction control module is used to estimate the correction duration of the light source correction time window, wherein, The lighting correction control module is used to calculate the speed difference between the second type of vehicle and the first type of vehicle, and to estimate the correction time based on the occlusion length of the light blocking area and the body length of the second type of vehicle.

[0011] Furthermore, the lighting correction control module determines the light source correction time window from the current moment to the duration of continuous correction.

[0012] Furthermore, the lighting correction control module is used to determine the range of lighting modules involved in brightness adjustment, wherein, The lighting correction control module selects several lighting modules close to the second type of vehicle along the direction of travel of the second type of vehicle and adjusts their brightness by reducing them; The lighting correction control module selects several lighting modules close to the second type of vehicle in the opposite direction of the second type of vehicle's travel direction and adjusts their brightness accordingly.

[0013] Furthermore, the lighting correction control module is used to control the lighting module in front of the following vehicle's travel direction to reduce its output brightness, wherein, The lighting correction control module determines the brightness reduction coefficient of the front lighting module based on the speed difference between the second type of vehicle and the first type of vehicle, and the brightness reduction coefficient is positively correlated with the speed difference. The adjusted output brightness of the lighting module by the lighting correction control module is equal to the initial brightness × (1 - brightness reduction coefficient).

[0014] Furthermore, the lighting correction control module is used to control the lighting module behind the vehicle traveling in the following direction to increase its output brightness, wherein, The lighting correction control module determines the brightness amplification coefficient of the rear lighting module based on the speed difference between the second type of vehicle and the first type of vehicle, and the brightness amplification coefficient is positively correlated with the speed difference. The adjusted output brightness of the lighting module after the lighting correction control module is equal to the initial brightness × (1 + brightness increase coefficient).

[0015] The beneficial effects of the technical solution presented in this invention include: outputting variable-brightness illumination light through an illumination module; acquiring vehicle data information within the tunnel through a sensing module; determining illumination interference feature combinations composed of vehicles that meet vehicle type and position constraints through an interference feature recognition module; identifying light-blocking areas through a simulation analysis module and determining whether illumination correction for the following vehicle is needed based on the vehicle position relationship between the following and preceding vehicles; estimating the time window for the following vehicle to exit the light-blocking area through an illumination correction control module; and controlling the illumination modules in front of and behind the following vehicle to adjust their output brightness. Furthermore, this enables the assessment of glare risk in tunnel scenarios where large vehicles are in front and smaller vehicles are following, and allows for precise suppression of localized glare risk.

[0016] Furthermore, by selecting driving scenarios that allow large vehicles to be in front and small vehicles to be behind, the present invention enables the system to operate only under controllable conditions, reducing the control computation burden and avoiding unnecessary brightness adjustments triggered by dense following or non-risk combinations. This reduces visual interference to other drivers caused by frequent fluctuations in tunnel lighting and improves the overall stability of the light environment.

[0017] Furthermore, within a time window, this invention controls the output brightness of several lighting modules in front of the following vehicle to decrease and the output brightness of several lighting modules behind to increase. Dimming the brightness of the several lighting modules in front is to prevent the headlights from shining directly into the driver's eyes the moment the following vehicle leaves the obstruction area, thus avoiding potential glare. At the same time, increasing the brightness of the several lighting modules behind means that the light shines from behind, without directly hitting the driver's eyes, but can effectively improve the ambient illuminance of the road surface and the area around the vehicle, helping the driver achieve a smooth transition in light intensity within their field of vision.

[0018] Furthermore, this invention solves the problem of short-term glare in situations where a large vehicle is in front and a small vehicle is behind, caused by the driver of a small vehicle being suddenly exposed to direct light. This is achieved through specific vehicle-following combination recognition, light-blocking area calculation, time window prediction, and differentiated adjustment of front dark and rear bright. This significantly reduces the risk of glare accidents in tunnels and improves driving safety. At the same time, the system only performs short-term, localized lighting adjustment for high-risk scenarios, avoiding energy waste caused by high-brightness lighting throughout the tunnel and at all times, thus achieving energy efficiency. Attached Figure Description

[0019] Figure 1 This is a system block diagram of a tunnel lighting control system based on an LED light source, according to an embodiment of the present invention. Figure 2 This is a schematic diagram of the blocking length according to an embodiment of the present invention; Figure 3 This is a flowchart illustrating the logic of determining whether lighting correction is needed for the following vehicle according to an embodiment of the present invention. In the diagram: 1. Type 1 vehicle; 2. Preset line of sight; 3. Marked lighting module; 4. Obstruction length; 5. Critical light source path. Detailed Implementation

[0020] To make the objectives and advantages of the present invention clearer, the present invention will be further described below with reference to embodiments; it should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention.

[0021] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0022] It should be noted that in the description of this invention, the terms "upper," "lower," "inner," "outer," etc., which indicate the direction or positional relationship, are based on the direction or positional relationship shown in the drawings. This is only for the convenience of description and is not intended to indicate or imply that the device or element must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this invention.

[0023] It should be understood that although the terms "first," "second," etc., may be used in this invention to describe various types of information, these information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this invention, first information may also be referred to as second information, and similarly, second information may also be referred to as first information.

[0024] Furthermore, it should be noted that, in the description of this invention, unless otherwise explicitly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0025] Please see Figure 1 The diagram shown is a system block diagram of a tunnel lighting control system based on an LED light source according to an embodiment of the present invention. The tunnel lighting control system based on an LED light source of the present invention includes several lighting modules arranged at preset intervals on the tunnel ceiling to output variable brightness lighting light, and also includes: The lighting module in this invention is a variable brightness LED light source. Each lighting module is equipped with a dimmable driver power supply and can receive external control signals to adjust the output brightness.

[0026] The sensing module is used to acquire data information of vehicles in the tunnel, including vehicle type, vehicle location and speed. This invention does not limit the specific structure of the perception module, which includes a high-definition camera and an image processor. It identifies the vehicle's external dimensions using existing target detection algorithms and classifies the vehicle into either a first type vehicle 1 or a second type vehicle. Simultaneously, the perception module can fuse millimeter-wave radar data to obtain more accurate vehicle position and speed. The vehicle position is represented by the projected coordinates of the center point of the vehicle's front bumper on the ground, and the vehicle speed is obtained through radar Doppler speed measurement, which is existing technology and will not be elaborated upon here.

[0027] An interference feature recognition module, which is connected to the sensing module, is used to determine vehicle combinations based on vehicle positions and mark vehicle combinations that satisfy vehicle type constraints and vehicle position constraints as illumination interference feature combinations. Specifically, this invention does not impose specific limitations on the interference feature recognition module, which can be a microcontroller or embedded processor, or it can be embedded in an FPGA using a hardware description language. This invention does not impose limitations on the specific algorithm or the algorithm carrier.

[0028] The simulation analysis module, which is connected to the interference feature recognition module, is used to determine the corresponding light blocking area based on the vehicle body size of the preceding vehicle in the lighting interference feature combination, and to determine whether lighting correction for the following vehicle is needed based on the vehicle position relationship between the following vehicle and the preceding vehicle. The simulation analysis module in this invention is completed by several arithmetic logic executors, which can be integrated into a microprocessor, and will not be described in detail here.

[0029] The lighting correction control module is connected to several lighting modules and the simulation analysis module, respectively. It is used to estimate the time estimation window for the following vehicle to exit the light-blocking area based on the vehicle speed difference in the lighting interference feature combination, and to control the lighting modules in front of the following vehicle to reduce the output brightness and control the lighting modules behind the following vehicle to increase the output brightness.

[0030] This invention does not impose specific limitations on the lighting correction control module; its logical functions can be implemented by running code on an embedded processor, which will not be elaborated here.

[0031] In this invention, the first type of vehicle 1 is a large vehicle, and the second type of vehicle is a small vehicle. For example, vehicles with a length of ≥6m are classified as the first type of vehicle 1, and vehicles with a length of <6m are classified as the second type of vehicle.

[0032] In the tunnel lighting scenario described in this invention, when a large vehicle is in front and a smaller vehicle is behind traveling in the same direction, the larger vehicle's height and width create an obstruction area behind it, blocking the tunnel's overhead lighting. Because the smaller vehicle's driver has a lower eye level, the tunnel's overhead lighting in their line of sight is completely blocked by the larger vehicle's rear. When the smaller vehicle overtakes the larger vehicle and reaches a certain position, its driver's line of sight suddenly breaks free from the obstruction of the larger vehicle, and the light from the tunnel's overhead lighting unit shines directly into the driver's eyes without any transition. This causes the pupils to not have time to contract, resulting in momentary glare and making it difficult to clearly see the road ahead. This increases the risk of accidents.

[0033] Specifically, the vehicle type constraint condition is that there are exactly two vehicles in the vehicle combination, namely, a first type vehicle 1 and a second type vehicle, which are distinguished by their body size. The vehicle position constraint is as follows: the distance between the second type vehicle and the first type vehicle 1 in the direction of travel is less than a first preset distance threshold, and the distance between any vehicle in the vehicle combination and other vehicles outside the vehicle combination is greater than a second preset distance threshold. Wherein, the second preset distance threshold is greater than the first preset distance threshold.

[0034] In this embodiment of the invention, the first preset distance threshold is set according to the statistical maximum value of the effective occlusion coverage range behind the large vehicle, which is usually 20m to 30m. Preferably, the first preset distance threshold can be set to 25m. The second preset distance threshold is used to exclude the influence of the headlights of other vehicles, because when multiple vehicles are closely following each other, the headlights will illuminate each other, reducing the single occlusion effect. The setting range is 70m to 100m. Preferably, the second preset distance threshold can be set to 80m. The second preset distance threshold is greater than the first preset distance threshold to ensure that the combination of lighting interference features is a relatively independent driving scenario with a large vehicle in front and a small vehicle behind.

[0035] Those skilled in the art will understand that not all combinations of vehicles will create a risk of sudden glare. The danger arises when a large vehicle is in front and a small vehicle is behind, and the two vehicles are close enough that the small vehicle is in the shadow of the large vehicle. In this invention, "a combination of only two vehicles" means that there are no third vehicles within a second preset distance threshold between the two vehicles, not that there are only two vehicles in the entire tunnel. If a third vehicle is too close, the interweaving of multiple vehicles will weaken the light-blocking effect from the tunnel ceiling, and therefore it is not included in the adjustment scope.

[0036] Specifically, the simulation analysis module is used to determine the light-blocking area based on the dimensions of the vehicle in front, wherein, The simulation analysis module defines the road surface area covered by the shading length 4 extending backward from the rear of the vehicle along the driving direction as the light shading area.

[0037] The lateral width of the light-blocking area is the same as the road width of the lane where vehicle type 1 is located.

[0038] Specifically, please refer to Figure 2 As shown, this is a schematic diagram of the occlusion length in an embodiment of the present invention. The simulation analysis module is used to determine the occlusion length 4, wherein... The simulation analysis module obtains the height of the upper edge of the rear of the first type of vehicle 1, and determines the line connecting the preset line of sight 2 of the second type of vehicle and the center point of the marked lighting module 3 as the light source path. The obstruction length 4 is the projection length of the critical light source path 5 on the road surface when the light source path is obstructed by the upper edge of the rear of the first type of vehicle 1.

[0039] In this embodiment of the invention, the marked lighting module 3 refers to the lighting module located in front of the first type vehicle 1 along the driving direction and closest to the rear of the first type vehicle 1.

[0040] Understandably, the upper edge of the rear of the first type of vehicle 1 is used as the obstruction, and the line connecting the preset line of sight 2 of the second type of vehicle and the center point of the LED lighting unit at the top of the tunnel is used as the light propagation path. When this line just brushes past the upper edge of the rear of the large vehicle, the corresponding position of the following vehicle is the obstruction boundary. Projecting the position of the following vehicle corresponding to this boundary onto the road surface, the distance between this position and the rear of the preceding vehicle is the obstruction length 4. The method for determining the obstruction length 4 has physical significance in geometric optics.

[0041] For example, let H be the height of the upper edge of the rear of the first type of vehicle 1 from the ground. t The driver's preset line-of-sight point 2 height for the second type of vehicle is H. e The installation height of the tunnel ceiling lighting module is H. l Taking the plane containing the rear of vehicle 1 (Type 1) as a reference, select the lighting module closest to the rear of the preceding vehicle along the driving direction as the reference light source. The horizontal distance between this module and the rear of the preceding vehicle is denoted as D. When vehicle 1 (Type 2) is positioned behind the preceding vehicle, the line connecting its driver's line of sight to the reference lighting module passes exactly through the upper edge of the rear of the preceding vehicle. At this time, the horizontal distance L from this line of sight to the rear of the preceding vehicle is the obstruction length 4. Based on the geometric relationship of similar triangles, we can determine that: L=[(H t -H e )×D] / (H l -H t ); During the calculation process, the obstruction length 4 corresponding to the nearest lighting module in the direction of travel of the first type of vehicle 1 is calculated, and the maximum value among them is taken as the obstruction length 4.

[0042] In this embodiment, the preset line-of-sight point 2 is the eye level of the driver of a small car. Preferably, the preset line-of-sight point 2 is set to 1.2 meters. Since the eye level of drivers varies between different vehicles, a fixed value can be used as the representative line-of-sight point for all small cars to simplify the system, with the error within an acceptable range. If higher accuracy is required, vehicle model recognition can be added to the perception module, calling the preset line-of-sight point database corresponding to different vehicle models.

[0043] Specifically, please refer to Figure 3The diagram shown is a flowchart illustrating the logic of determining whether lighting correction is needed for the following vehicle according to an embodiment of the present invention. The simulation analysis module is used to determine whether lighting correction is needed for the following vehicle based on the vehicle position relationship between the following vehicle and the preceding vehicle. The simulation analysis module obtains the real-time location of the second type of vehicle; If the position of the second type of vehicle does not fall within the light-blocking area, the simulation analysis module determines that no lighting correction is needed for the following vehicle. If the position of the second type of vehicle falls within the light-blocking area, the simulation analysis module determines that lighting correction is needed for the following vehicle.

[0044] Specifically, the present invention first obtains the two-dimensional projection contour of the vehicle position and body outline of the second type of vehicle on the road surface. If the two-dimensional projection contour overlaps with the light-blocking area, it is determined that the vehicle position of the second type of vehicle falls within the light-blocking area.

[0045] Specifically, the lighting correction control module is used to estimate the correction duration of the light source correction time window, wherein, The lighting correction control module is used to calculate the speed difference between the second type of vehicle and the first type of vehicle 1, and to estimate the correction time based on the occlusion length 4 of the light occlusion area and the body length of the second type of vehicle.

[0046] In this embodiment of the invention, the correction time = (blocking length + body length of the second type of vehicle) / (vehicle speed of the second type of vehicle - vehicle speed of the first type of vehicle 1). Those skilled in the art will understand that the time required from the moment the foremost end of the following vehicle is at the entrance of the blocking area to the moment the rearmost end of the following vehicle leaves the exit of the blocking area is the time required. The addition of the body length in the formula is to ensure that the entire vehicle passes through the critical point completely and to avoid the adjustment ending too early.

[0047] In this embodiment, if the speed of the second type of vehicle is greater than the speed of the first type of vehicle 1, the correction duration is calculated according to the above formula, and the subsequent lighting compensation operation continues. If the speed of the second type of vehicle is less than or equal to the speed of the first type of vehicle 1, it is considered that there is no tendency to overtake. In this case, the system does not estimate the correction time and does not perform lighting adjustment.

[0048] In this embodiment, the body length of the second type of vehicle can be obtained from the vehicle recognition results of the perception module. The vehicle shape is determined by image processing, and the distance between the front and rear endpoints of the vehicle is calculated as the body length. This is existing technology and will not be described in detail here.

[0049] Specifically, the lighting correction control module determines the light source correction time window from the current moment to the duration of continuous correction.

[0050] Specifically, the lighting correction control module is used to determine the range of lighting modules involved in brightness adjustment, wherein, The lighting correction control module selects several lighting modules close to the second type of vehicle along the direction of travel of the second type of vehicle and adjusts their brightness by reducing them; The lighting correction control module selects several lighting modules close to the second type of vehicle in the opposite direction of the second type of vehicle's travel direction and adjusts their brightness accordingly.

[0051] In this embodiment, if a vehicle is located directly below a certain lighting module, the system classifies it as a lighting module in the opposite direction of the second type of vehicle's travel direction.

[0052] It is understandable that the reason for reducing the brightness of some lighting modules located in front of the direction of travel of the second type of vehicle is that these lighting modules have the greatest impact on the driver's vision when the following vehicle is overtaking, and are the key to causing direct glare. The reason for increasing the brightness of some lighting modules located in the opposite direction of travel of the second type of vehicle is that these lighting modules illuminate from behind and will not shine directly into the eyes, while effectively improving the ambient brightness.

[0053] In this embodiment of the invention, the lighting correction control module determines the lighting coverage length L based on the spacing between the lighting modules in the tunnel and the preset compensation coverage length. f Preferably, the preset compensation coverage length L f The value can be 20m, which determines the number of lighting modules in the front and rear adjustment groups, respectively. Specifically: The forward adjustment group includes the N closest to the second type vehicle along the driving direction. f One lighting module, of which ; The rear adjustment group includes the N closest to the second type vehicle in the opposite direction of travel. r One lighting module, of which ; It should be noted that if the number of selectable lighting modules in front or behind is insufficient, all actual modules should be selected. During the light source correction time window, as the second type of vehicle moves, the member list of the front and rear adjustment groups can be updated every 1 second to ensure that the lighting modules performing lighting corrections follow the vehicle updates.

[0054] Specifically, the lighting correction control module is used to control the lighting module in front of the following vehicle's travel direction to reduce its output brightness, wherein, The lighting correction control module determines the brightness reduction coefficient of the front lighting module based on the speed difference between the second type of vehicle and the first type of vehicle 1, and the brightness reduction coefficient is positively correlated with the speed difference. The adjusted output brightness of the lighting module by the lighting correction control module is equal to the initial brightness × (1 - brightness reduction coefficient).

[0055] The initial brightness in the embodiment is the brightness currently operating in the tunnel lighting system.

[0056] In this embodiment of the invention, if the speed difference between the second type of vehicle and the first type of vehicle 1 is... v=v2 v1, in m / s, the brightness reduction factor α is determined according to the following relationship: when When v≤10 m / s, α=Δv / 40; when When v > 10 m / s, α = 0.25 to prevent insufficient lighting from affecting driving safety.

[0057] Understandably, the greater the speed difference, the faster the following vehicle exits the obstructed area, the shorter the time it takes for the light to change, the greater the difficulty for the human eye to adapt, and the higher the risk of glare. By establishing a positive correlation between the brightness reduction coefficient and the speed difference, the system can automatically adjust the control intensity according to the level of risk. At low speeds, it uses small adjustments to save energy, and at high speeds, it uses large adjustments to ensure safety, achieving a consistent anti-glare effect under different driving conditions.

[0058] Specifically, the lighting correction control module is used to control the lighting modules behind the following vehicle in the direction of travel to increase their output brightness, wherein, The lighting correction control module determines the brightness amplification coefficient of the rear lighting module based on the speed difference between the second type of vehicle and the first type of vehicle 1, and the brightness amplification coefficient is positively correlated with the speed difference. The adjusted output brightness of the lighting module after the lighting correction control module is equal to the initial brightness × (1 + brightness increase coefficient).

[0059] In this embodiment of the invention, if the speed difference between the second type of vehicle and the first type of vehicle 1 is... v=v2 v1, in m / s, and the brightness amplification factor β are determined according to the following relationship: when When v≤10 m / s, β=Δv / 40; when When v > 10 m / s, β = 0.25, to avoid the lights being too bright and affecting vehicles further away.

[0060] Understandably, the core function of rear-facing headlights is to increase the basic brightness in the obscured area, reduce the driver's adaptation to low-light environments, and make the changes in the light environment during the entire driving process smoother and more linear, which is more in line with the visual adaptation characteristics of the human eye and avoids the problem of insufficient anti-glare effect caused by single adjustment.

[0061] In this embodiment of the invention, after the light source correction time window ends, the lighting correction control module gradually restores the output brightness of each lighting module in the front adjustment group and the rear adjustment group to the initial brightness before adjustment.

[0062] This invention identifies driving scenarios where a large vehicle is in front and a small vehicle is behind, with the small vehicle located within the light-blocking area of ​​the large vehicle. It dims the nearest headlights in front of the following vehicle to eliminate sudden glare and brightens the nearest headlights behind to increase ambient illumination. This transforms high-intensity light intensity abrupt changes into a smooth and controllable illuminance transition, avoiding momentary glare-induced disability for the small vehicle driver due to sudden exposure of vision.

[0063] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of the present invention.

[0064] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A tunnel lighting control system based on LED light source, comprising a plurality of lighting modules arranged at preset intervals on the tunnel ceiling for outputting variable brightness lighting light, characterized in that, Also includes: The sensing module is used to acquire data information of vehicles in the tunnel, including vehicle type, vehicle location and speed. An interference feature recognition module, which is connected to the sensing module, is used to determine vehicle combinations based on vehicle positions and mark vehicle combinations that satisfy vehicle type constraints and vehicle position constraints as illumination interference feature combinations. The simulation analysis module, which is connected to the interference feature recognition module, is used to determine the corresponding light blocking area based on the vehicle body size of the preceding vehicle according to the lighting interference feature combination, and to determine whether the lighting correction of the following vehicle is needed based on the vehicle position relationship between the following vehicle and the preceding vehicle. The lighting correction control module is connected to several lighting modules and the simulation analysis module, respectively, to estimate the time estimation window of the following vehicle leaving the light blocking area based on the vehicle speed difference in the lighting interference feature combination, and to control the lighting modules in front of the following vehicle to reduce the output brightness and control the lighting modules behind the following vehicle to increase the output brightness. The lighting correction control module is used to estimate the correction duration of the light source correction time window, wherein it is used to calculate the speed difference between the second type of vehicle and the first type of vehicle, and to estimate the correction duration based on the occlusion length of the light blocking area and the body length of the second type of vehicle. The lighting correction control module determines the light source correction time window from the current moment to the duration of continuous correction. The lighting correction control module is used to determine the range of lighting modules involved in brightness adjustment. Specifically, along the direction of travel of the second type of vehicle, several lighting modules close to the second type of vehicle are selected for brightness reduction adjustment; and along the opposite direction of travel of the second type of vehicle, several lighting modules close to the second type of vehicle are selected for brightness increase adjustment.

2. The tunnel lighting control system based on LED light source according to claim 1, characterized in that, The vehicle type constraint is that there are exactly two vehicles in the vehicle combination, namely a first type vehicle and a second type vehicle, which are distinguished by their body size. The vehicle position constraint is as follows: the distance between the second type of vehicle and the first type of vehicle in the direction of travel is less than a first preset distance threshold, and the distance between any vehicle in the vehicle combination and other vehicles outside the vehicle combination is greater than a second preset distance threshold. Wherein, the second preset distance threshold is greater than the first preset distance threshold.

3. The tunnel lighting control system based on LED light source according to claim 2, characterized in that, The simulation analysis module is used to determine the light-blocking area based on the dimensions of the vehicle in front. The simulation analysis module defines the road surface area covered by the length of the shading extending backward from the rear of the vehicle in the direction of travel as the light shading area.

4. The tunnel lighting control system based on LED light source according to claim 3, characterized in that, The simulation analysis module is used to determine the occlusion length, wherein... The simulation analysis module obtains the height of the upper edge of the rear of the first type of vehicle and determines the line connecting the preset line of sight of the second type of vehicle and the center point of the marked lighting module as the light source path. The obstruction length is the projection length of the critical light source path on the road surface when the light source path is obstructed by the upper edge of the rear of the first type of vehicle.

5. The tunnel lighting control system based on LED light source according to claim 3, characterized in that, The simulation analysis module is used to determine whether lighting correction is needed for the rear vehicle based on the vehicle position relationship between the rear and front vehicles. The simulation analysis module obtains the real-time location of the second type of vehicle; If the position of the second type of vehicle falls within the light-blocking area, the simulation analysis module determines that lighting correction is needed for the following vehicle.

6. The tunnel lighting control system based on LED light source according to claim 1, characterized in that, The lighting correction control module is used to control the lighting module in front of the following vehicle's travel direction to reduce its output brightness, wherein, The lighting correction control module determines the brightness reduction coefficient of the front lighting module based on the speed difference between the second type of vehicle and the first type of vehicle, and the brightness reduction coefficient is positively correlated with the speed difference. The adjusted output brightness of the lighting module by the lighting correction control module is equal to the initial brightness × (1 - brightness reduction coefficient).

7. The tunnel lighting control system based on LED light source according to claim 1, characterized in that, The lighting correction control module is used to control the lighting modules behind the following vehicle in the direction of travel to increase their output brightness. The lighting correction control module determines the brightness amplification coefficient of the rear lighting module based on the speed difference between the second type of vehicle and the first type of vehicle, and the brightness amplification coefficient is positively correlated with the speed difference. The adjusted output brightness of the lighting module after the lighting correction control module is equal to the initial brightness × (1 + brightness increase coefficient).

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